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WO2001083269A2 - Dispositif de protection laterale pour vehicules - Google Patents

Dispositif de protection laterale pour vehicules Download PDF

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Publication number
WO2001083269A2
WO2001083269A2 PCT/DE2001/001671 DE0101671W WO0183269A2 WO 2001083269 A2 WO2001083269 A2 WO 2001083269A2 DE 0101671 W DE0101671 W DE 0101671W WO 0183269 A2 WO0183269 A2 WO 0183269A2
Authority
WO
WIPO (PCT)
Prior art keywords
traction means
protection device
tensioning
protective element
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2001/001671
Other languages
German (de)
English (en)
Other versions
WO2001083269A3 (fr
Inventor
Peter Roos
Udo Schwarzkopf
Tobias Pausch
Alexander Zeller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Takata Petri AG
Original Assignee
Takata Petri AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Takata Petri AG filed Critical Takata Petri AG
Priority to BR0110554-0A priority Critical patent/BR0110554A/pt
Priority to EP01936032A priority patent/EP1278660A2/fr
Priority to JP2001580115A priority patent/JP3822496B2/ja
Publication of WO2001083269A2 publication Critical patent/WO2001083269A2/fr
Publication of WO2001083269A3 publication Critical patent/WO2001083269A3/fr
Priority to US10/286,747 priority patent/US20030116946A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/2334—Expansion control features
    • B60R21/2338—Tethers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/232—Curtain-type airbags deploying mainly in a vertical direction from their top edge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/2334—Expansion control features
    • B60R21/2338—Tethers
    • B60R2021/23386—External tether means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/06—Safety nets, transparent sheets, curtains, or the like, e.g. between occupants and glass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/18—Anchoring devices
    • B60R22/195—Anchoring devices with means to tension the belt in an emergency, e.g. means of the through-anchor or splitted reel type

Definitions

  • the invention relates to a side impact protection device for vehicles according to the preamble of claim 1.
  • Gassaek systems which combine. “Develop a side impact between the passenger and the side structure of the vehicle and thereby provide side protection. In particular, it is intended to prevent the head of the vehicle occupant from hitting a side window or a vehicle pillar, or in the event of a side collision including a rollover of the vehicle (head or others) Swing limbs out of the vehicle sideways.
  • the known gas bag systems guarantee a protective effect in the event of a side impact, however, only as long as the gas bag is tensioned with high gas pressure. If the gas bag slackens, for example as a result of gas escaping from the gas bag or the gas in the gas bag cooling, the gas bag can no longer optimally perform its protective function. In particular, when the airbag is slack, there is a risk of the head or extremities swinging out laterally, for example in the event of a rollover of the vehicle following the side impact or subsequent accidents.
  • a restraint device for vehicle occupants is known from WO-Al-99/41110, in which a gas bag is pulled into a certain position and held in this position by means of a tensioning device which is connected to the vehicle and acts on the gas bag when inflated.
  • the known retaining device exerts a tensile force on the ends of the gas bag, so that a certain bracing of the gas bag is provided.
  • the present invention has for its object to provide a side impact protection device for vehicles. To provide, which ensures a permanent and effective tensioning of a protective element and thereby provides improved protection of a vehicle occupant in the event of a side impact.
  • an elongated traction means which is at least partially connected to the lower region of the protective element and which is tensioned between at least two points of the vehicle by at least one tensioning device during or shortly after the protective element is deployed.
  • the tensioning device in cooperation with the traction means, causes an active tensioning of essentially the entire lower area of the protective element, and not only a selective pulling on the corner areas of the protective device. This creates a highly effective, permanent protection against the lateral swinging out of individual limbs or occupants and a collision with the side windows or the side structure of the vehicle is reliably prevented even in the event of subsequent accidents.
  • the traction means runs essentially along the lower edge of the unfolded protective element.
  • the upper edge of the protective element is attached to the vehicle, in particular along the roof frame between the A pillar and B pillar or C pillar.
  • connection of the traction means with the protective element can be made via a threaded connection of the traction means with the protective element, for example via loops, darts or the like.
  • the pulling means can be provided directly with the material of the protective element to be connected, such as to sew the traction means in the protective element 'or with this application only.
  • the traction means is preferably designed as a continuous connecting rope or band. However, it is also within the scope of the invention to assemble the pull rope from sections which are connected to one another via protective element material or also additional tensioning devices.
  • the protective element is designed as a continuous part which extends, for example, in one piece from the A pillar to the B pillar or also the C and D pillars.
  • the protective element is formed from a plurality of sub-segments arranged one behind the other in the longitudinal direction of the vehicle and connected to one another.
  • the lower, respectively adjoining sub-segments of the protective element are separated by the traction means or Parts of the traction device connected to each other, so that the system can be actively braced overall despite the division into several sub-segments.
  • the protective element is anchored by tensioning the traction means connected to the protective element.
  • tensioning the traction device two tensioning devices are provided for tensioning the traction means, each of which receives one end of the traction means and is fastened in the vehicle on the opposite side to the body.
  • the protective element lies between the two cutting devices.
  • the traction cable is actively tensioned in both longitudinal directions.
  • only one tensioning device is provided for tensioning the traction means, which is arranged in the region of the one lateral end of the deployed protective element and which receives one end of the traction means.
  • the other end of the traction means is fixed to the body at the opposite end of the gas bag.
  • the traction means is fixed to the body at both ends.
  • the tensioning device used for actively tensioning the traction means is arranged between the two ends, interrupting the traction means and being connected to the two ends formed by the interruption. In the actuated state, the tensioning device exerts an active tension on at least one end of the interrupted traction means, so that the traction means is tensioned as a whole. It is also within the scope of the invention that the tensioning device exerts a tensile force on both ends of the interrupted traction means.
  • the traction means is fixed to the body at both ends, as in the aforementioned third variant.
  • the fourth variant relates to the case in which the protective element extends over several vehicle pillars, for example from the A pillar to the D pillar. There are then provided a plurality of tensioning devices, each of which is fastened to a vehicle pillar, and which each interrupt the traction means and exert a pulling force on at least one * end of the traction means in the actuated state, so that the traction means in turn is tensioned overall.
  • first and second variants in which the tensioning device is arranged at the end of the traction means, can also be used for protective elements which extend over a plurality of vehicle pillars.
  • a retaining device for blocking a return of the traction means is preferably assigned to each tensioning device. These are, for example, clamps that prevent the traction device from returning. The use of restraint devices ensures that the built-up tension of the system is maintained in the long term (e.g. during a rollover).
  • the tensioning device (s) can be triggered both by a central triggering device and locally via sensors arranged on the respective tensioning devices.
  • a central triggering of the tensioning device has the advantage that the tensioning devices can be triggered in a manner adapted to the accident. For example, it can be provided that when using an airbag as a protective element, the tensioning devices are triggered automatically when the airbag is triggered. It can also be provided that the tensioning device only for a short time trigger after the gas bag, since an active tension of the gas bag must not be made available immediately, but only when it slackens.
  • deployment aids are provided on the vehicle structure or the cladding elements connected therewith, which ensure correct and rapid deployment of the protective element.
  • sliding ramps are provided on the body side or as part of the pillar cladding or of the sky material.
  • an airbag of an airbag module serves as the protective element of the side impact protection device.
  • the airbag module is preferably accommodated in the area of the roof frame or upper door frame of the vehicle.
  • the traction means which is tightened after the gas bag has been triggered by means of the at least one tensioning device for unclamping the gas bag, is integrated into the airbag module in the region of its connection to the gas bag.
  • the ends of the traction means extend from the airbag module to the respective fastening points of the traction means on the vehicle structure or a tensioning device provided there.
  • the airbag is designed in such a way that it has essentially horizontally extending chambers which are arranged one above the other. Horizontal chambers are formed by connecting the front and rear layers of the gas bag along essentially horizontal connecting lines. Instead of a continuous connection, a punctiform connection of the front and rear gas bag layers can also take place.
  • the present invention makes it possible for the first time to design the chambers of gas bags horizontally. In conventional side protection systems, such as are described in WO 96/26087, the use of horizontally running chambers is not possible, since a vertical formation of chambers for tensioning the system is required when the gas bag is filled.
  • the present invention provides tensioning of the gas bag by the traction means in conjunction with the * at least one tensioning device, regardless of the orientation of individual air bag chambers, a restriction to vertically oriented chambers is eliminated . . * - , ⁇ ; ,
  • the gas bag consists of several sub-segments which extend, for example, between the A and B pillars, B and C pillars, and C and D pillars.
  • the individual subsegments are connected via the traction means or subsections of the traction device, in order to enable an active tensioning of all subsegments when the protective device is triggered.
  • the sub-segments of the gas bag can each be filled separately using their own gas generator. As a result, any number of individual protection areas can be made available with several rows of seats following one another.
  • the protective element is not designed as an airbag, but rather as a single or multi-layer sail.
  • the sail preferably consists of a hard-wearing, conditionally stretchable material.
  • the sail material preferably shows a kind of plastic behavior, ie it is conditionally stretchable and deformable in order to gently intercept the vehicle occupant.
  • the tensioning device in addition to actively tensioning the sail, also cause it to unfold in the event of a crash.
  • additional traction means or tension lines are optionally provided, which are connected to the sail and, in cooperation with a tensioning device, cause the sail to unfold in the event of a crash.
  • Figure 1 schematically a first embodiment of a side impact protection device in the activated state, in which the protective element is stretched between two tensioning devices;
  • Figure 2 a protective device according to Figure 1, wherein the protective element consists of interconnected sub-segments;
  • Figure 3 another embodiment of a protective device, wherein the protective element is braced by means of a tensioning device arranged on the A-pillar;
  • Figure 4 another embodiment of a protective device in which the protective element is anchored by a tensioning device arranged on the B-pillar;
  • Figure 5 - a protective device corresponding to Figure 1, 'wherein the tensioning devices are arranged on the A-pillar and C-pillar;
  • Figure 6 - a further embodiment of a protective device, wherein the clamping devices are arranged on the vehicle pillars;
  • Figure 7 schematically the attachment of a traction device to the protective element by means of loops
  • Figure 8 schematically the attachment of a traction device to the protective element by means of a stitching
  • Figure 9 schematically the attachment of a traction device to the protective element by completely connecting with the protective element material
  • Figure 10 an embodiment of a protective device according to the invention, in which an airbag consisting of several sub-segments with horizontally running chambers is braced by a continuous traction means and tensioning devices.
  • Figure 1 shows schematically a side impact protection device in the activated state, in which a protective element 1 extends between the A-pillar and the D-pillar of a vehicle.
  • the protective element 1 is an airbag or a single- or multi-layer sail, which is attached to the roof frame of the side structure of the vehicle via connection points 20.
  • connection points 20 As an alternative to a selective attachment via connection points 20, continuous attachment to the roof frame can also be provided.
  • the protective element In the non-activated state, the protective element is folded together in a housing (not shown) on the roof frame.
  • the protective element is merely provided with paper-like packaging or cover.
  • the protective element is in a paper-like tube, which is clipped by clips and partially attached to the roof frame.
  • the protective element 1 is a single or multi-layer sail 10. In the same way and with the same configurations, however, it could also be an airbag of an airbag module. The following description is therefore to be understood to the effect that an airbag could also be used instead of a sail.
  • the sail 10 is formed in one piece.
  • a traction means 30 runs along its lower edge 11 and is connected to the vehicle body or elements connected to it, such as trim elements, via tensioning devices (retractors) 41, 42.
  • this is a tensioning device 41 on the A-pillar and the other tensioning device 42 is attached to the D-pillar so that the tensioning means 30 extends between the A- and D-pillars.
  • the traction means 30 is designed as a rope or as a band. It can be connected to the sail 10 in various ways. Examples of this are given in FIGS. 7 to 9.
  • the traction means 30 is connected to the sail 10 via loops 12 which are arranged on the lower edge of the sail 10 and through which the traction means 30 is threaded.
  • FIG. 8 a schematically illustrated stitching or seam 13 is provided for connecting the traction means to the sail 10, which forms a kind of loop for the traction means 30.
  • Other threaded systems are also conceivable.
  • the traction means 30 is connected directly to the sail material, for example woven into it or glued to it.
  • the schematically illustrated tensioning devices 41, 42 (cf. FIG. 1) have an igniter or activator, after activation of which the tensioning devices 41, 42 exert a tensile force on the traction means 30 and thereby tension it.
  • the tensioning device 41, 42 has, for example, a gas pressure-driven piston connected to the traction means 30, which is moved by a high-pressure gas in the event of a vehicle collision and thereby tensions the traction means 30.
  • a tensioning device is known for example from DE-C2-44 20 156, to which reference is made in this respect.
  • other embodiments of a tensioning device can also be used.
  • the tensioning device can work with tensioned spring elements or belt tensioners.
  • the only essential thing is that after the tensioning device has been triggered, an active tension is exerted on the traction means 30.
  • the igniter or activator of the tensioning device 41, 42 is activated via one or more sensors, as are also used to detect a collision in airbags.
  • the tensioning device 41, 42 is preferably assigned a retaining device (backstop) (not shown) which blocks a return of the traction means 30.
  • the retention device can be formed, for example, by a clamping element or a retention toothing.
  • a suitable restraint device is described, for example, in DE-Al-197 07 347. ,
  • the sail 10 In the event of a vehicle collision, the sail 10 is actively tensioned by timely triggering of the tensioning devices 41, 42 adapted to the accident. By tensioning the traction means 30 connected to the sail 10 between the tensioning devices 41, 42 arranged fixed to the vehicle, the sail 10 becomes full over its entire length lower area 11 actively tensioned and thereby ensures that there is permanent protection for the vehicle occupants against swinging out of the head or other limbs.
  • the tensioning devices 41, 42 When the tensioning devices 41, 42 are activated, the sail is pulled out of the roof frame and tensioned. In addition to actively tensioning the sail 10, the tensioning devices 41, 42 also serve to unfold it in the event of a collision. Thus, the lateral edges 14 of the sail are pulled down when the traction means 30 is tensioned and thus out of the housing in which the sail is arranged folded in the non-activated state.
  • the sail 10 can also be stowed in other areas of the vehicle, for example in the pillar trim.
  • the attachment points of the sail to the Side structure or side cladding are to be determined depending on the vehicle geometry and the vehicle length.
  • FIG. 2 shows a side impact protection device, which differs from the protection device shown in FIG. 1 in that the sail is not continuous, but consists of a plurality of interconnected sub-segments 10a, 10b, 10c.
  • the "sub-segment 10a 'extends" "between the A-pillar and the B-pillar in the unfolded state, the segment 10b between the B-pillar and the C-pillar and the segment 10c between the C-pillar and the D-pillar
  • the connection between the segment 10a and the segment 10b takes place via a band 33 which connects the adjoining partial segments in the lower region to one another.
  • the connection between adjoining partial segments 10a, 10b, 10c can also take place via continuous sail material by means of a lower strip 34 , the sail material being left out in the area 15 above the strip 34.
  • the traction means 30 continues to extend along the lower region of the subsegments 10a, 10b, 10c and connects all three subsegments 10a, 10b, 10c to one another. This ensures that, despite the formation of the sail 10 from individual sub-segments, the overall sail is tightened in the event of a collision.
  • the traction means 30 is divided into sections (not shown) connected by the sail material, the sections connecting only the partial segments 10a, 10b, 10c to one another and outer partial segments 10a, 10c to the tensioning devices 41, 42.
  • the only function to be taken into account is to provide a continuous tightening of the lower area of the sail 10 over all partial areas.
  • the formation of the sail from a plurality of sub-sail segments 10a, 10b, 10c which are linked to one another has the advantage that problem-free deployment is also possible in the area of the B-pillar and C-pillar.
  • further traction means or tension lines 31, 32 are provided, each of which extends between the tensioning device 41, 42 and the lateral edge 14, 15 of the unfolded sail 10a, 10c.
  • additional traction means enable the sail to unfold at lightning speed.
  • tensioning devices 41, .42 and enables improved tensioning of the sail.
  • the deployment aids are designed on the body side or as part of the pillar cladding or the sky material.
  • the individual sub-segments 10a, 10b, 10c are triggered and tensioned separately by means of an intelligent sensor system. It is provided that the partial segments are unfolded using traction means or tension lines connected with tensioning devices, which are preferably guided vertically in the columns. The sub-segments are clamped between the individual columns. It can also be provided that the sub-segments or clamping devices are triggered with a time delay. This ensures that, for example in the case of a rollover, the individual sub-segments are actively tensioned with a time delay, so that an extension of the tensioning time is achieved. FIG.
  • FIG. 3 shows an exemplary embodiment of the protective device according to the invention, in which the traction means 30 is connected at only one end to a tensioning device 41, while the other end is connected in a stationary manner to the vehicle via an attachment point 21.
  • the function of anchoring the sail 10 can, however, also be realized as well, since the traction means 30 experiences a force in the direction of the tensioning device after the tensioning device 41 has been triggered and is tensioned at point 21 due to its firm connection to the vehicle, and thus tensioning the caused by the sail connected to the traction device.
  • the traction means 30 is divided into two sub-areas 35, 36, the outer ends of which are each stationary, are connected to the vehicle body at fastening points 22, 21 and the two other ends of which are connected to a tensioning device 43.
  • the tensioning device 43 exerts a tensile force on at least one end of the traction means 35, 36, so that the traction means as a whole is tensioned between the two fastening points 22, 21.
  • additional traction means for pulling out and unfolding the sail in the event of a collision are optionally provided, which are also connected to the tensioning device 43 or further tensioning devices, not shown.
  • FIG. 5 essentially corresponds to the exemplary embodiment in FIG. 4, again a one-piece, continuous sail 10 is provided which extends between the A and C pillars.
  • FIG. 6 essentially corresponds to the embodiment of FIG. 4, but with a tensioning device 44 on each of the vehicle pillars arranged between the A pillar and the rear pillar (B pillar, C pillar, D pillar, etc.), 45, 46 is arranged.
  • the Tensioning device 44, 45, 46 interrupts the traction means 30 and is connected to both ends of the interrupted traction means.
  • Each tensioning device 44, 45, 46 tensions at least one end of the interrupted traction means, so that a total tightening or tensioning of the traction means 30 takes place between the fastening points 22, 21 fixed to the body on the A-pillar and X-pillar.
  • FIG. 10 shows a side impact protection device according to the invention, in which the protective element is designed as an airbag.
  • the airbag can be continuous, as in FIG. 1, or, as in FIG. 10, it can consist of several sub-segments 50a, 50b, 50c. Each sub-segment has its own gas generator 51a, 51b, 51c for filling the sub-segment 50a, 50b, 50c. There is no air exchange between the individual sub-segments 50a, 50b, 50c.
  • the two front sub-segments 50a, 50b have a recess separating them in the region of the B-pillar.
  • the two other sub-segments 50b, 50c adjoin one another directly and are only separated from one another by a vertical seam.
  • configurations corresponding to FIG. 2 can be provided.
  • the individual sub-segments 50a, 50b, 50c of the gas bag are connected at their lower regions by a traction means 30, which, as described above, by means of tensioning devices 41, 42, 43, 44 is actively tensioned in the event of a collision, thereby ensuring effective bracing of the gas bag along the entire lower edge.
  • the gas bag In contrast to a sail as a protective element, the gas bag is unfolded or inflated essentially automatically when it is filled with gas, so that the tensioning devices 41, 42, 43, 44 are used primarily for active tensioning of the gas bag when using a gas bag as a tensioning element become. In addition, however, they can also serve as a deployment aid, pulling the gas bag in the vertical direction into a desired end position when it is deployed. In this case, additional traction means or tension lines are preferably provided, which are guided approximately vertically on the respective column.
  • Two adjacent tensioning devices 41, 43, 44, 42 are triggered, for example, as soon as the assigned gas bag segment 50a, 50b, 50c is filled with gas.
  • the tensioning devices 41, 43 are triggered when the associated gas bag element 50a is filled by the gas generator 51a or the gas generator 51a is triggered.
  • the tensioning devices can also be triggered with a time delay in order to trigger the gas bag, in order to first wait for the filling process to take place before active tensioning.
  • the airbag 50a, 50b, 50c has essentially horizontal chambers 52, which are produced by connecting the front layer and the rear layer of the airbag fabric along essentially horizontal connecting lines 53.
  • the front and rear layers of the airbag fabric can be connected at points. Since an active bracing of the gas bag by means of the individual airbag segments 50a, 50b, 50c connected traction means 30 is ensured, the bracing between the individual vehicle pillars A, B, C, D takes place regardless of the spatial arrangement of the chambers 52.
  • the tensioning devices 41, 42, 43, 44 preferably also serve as a deployment aid. It is also possible to use additional tensioning devices as a development aid.
  • the tensioning devices are not activated by “filling the gas bag,” but independently of this. This has the advantage that tightening takes place independently of the internal pressure of the gas bag or the gas bag segments ,
  • an elongated traction means fastened in the lower region of an unfolded protective element is actively tensioned by means of at least one tensioning device in the event of a collision and thus leads to a lasting and efficient bracing of the protective element in the final state of the deployment.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)
  • Emergency Lowering Means (AREA)
  • Seats For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de protection latérale pour véhicules, comportant un élément de protection déployable destiné en particulier à la zone tête-thorax d'un occupant du véhicule. Selon l'invention, ledit dispositif est composé a) d'un élément de traction longitudinal (30) au moins partiellement relié à la zone inférieure (11) de l'élément de protection déployé (1, 10), ledit élément de traction s'étendant entre au moins deux points du véhicule, et b) d'au moins un dispositif de tension (41, 42) destiné à tendre l'élément de traction (30) entre les deux points au moins lors ou peu après déploiement de l'élément de protection. Ledit dispositif de protection latérale pour véhicules selon l'invention garantit une tension durable et efficace d'un élément de protection, et par conséquent une protection accrue d'un occupant du véhicule en cas de collision latérale ou de retournements de tous types.
PCT/DE2001/001671 2000-05-03 2001-04-30 Dispositif de protection laterale pour vehicules Ceased WO2001083269A2 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
BR0110554-0A BR0110554A (pt) 2000-05-03 2001-04-30 Dispositivo protetor de impacto lateral para veìculos
EP01936032A EP1278660A2 (fr) 2000-05-03 2001-04-30 Dispositif de protection laterale pour vehicules
JP2001580115A JP3822496B2 (ja) 2000-05-03 2001-04-30 自動車用側面衝撃保護装置
US10/286,747 US20030116946A1 (en) 2000-05-03 2002-11-01 Side impact protection device for motor vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10022078.9 2000-05-03
DE10022078A DE10022078B4 (de) 2000-05-03 2000-05-03 Seitenaufprall-Schutzeinrichtung für Fahrzeuge

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US10/286,747 Continuation US20030116946A1 (en) 2000-05-03 2002-11-01 Side impact protection device for motor vehicles

Publications (2)

Publication Number Publication Date
WO2001083269A2 true WO2001083269A2 (fr) 2001-11-08
WO2001083269A3 WO2001083269A3 (fr) 2002-04-04

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2001/001671 Ceased WO2001083269A2 (fr) 2000-05-03 2001-04-30 Dispositif de protection laterale pour vehicules

Country Status (6)

Country Link
US (1) US20030116946A1 (fr)
EP (1) EP1278660A2 (fr)
JP (1) JP3822496B2 (fr)
BR (1) BR0110554A (fr)
DE (1) DE10022078B4 (fr)
WO (1) WO2001083269A2 (fr)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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DE10022078B4 (de) 2005-03-10
EP1278660A2 (fr) 2003-01-29
JP3822496B2 (ja) 2006-09-20
JP2003531771A (ja) 2003-10-28
DE10022078A1 (de) 2001-11-08
WO2001083269A3 (fr) 2002-04-04
US20030116946A1 (en) 2003-06-26
BR0110554A (pt) 2003-04-01

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